Fuel system for combustion engines



NOV 30, 1937. H. A, TRUSSELL.

FUEL SYSTEM FOR COMBUSTION ENGINES Filed March 23, 1933 6 Sheets-Sheet l Nov. 30, 1937. H. A. TRussELl.

FUEL SYSTEM FOR COMBUSTION ENGINES Filed March 23, 1953 6 Sheets-Sheet 2 Nov. 30, 1.937. H. A. TRUssELl. 2,100,676

FUEL SYSTEM FOR COMBUSTIN ENGINES Filed March 23, 1953 A6 Sheets-Sheet 3 MIA/15cm@ l un Nov. 3o, 1937. H A, TRUSSELL 2,100,676

FUEL SYSTEM FOR COMBUSTION ENGINES Nov. 30, 1937. H. A` TRUssELL FUEL SYSTEM FOR COMBUSTION ENGINES Filed March 25, 1933 6 Sheets-Sheet 5 INvETo. j/WL wwwa NOV. 30, 1937. H, A TRUSSELL 2,100,676

FUEL SYSTEM FOR COMBUSTION ENGINES Filed March 23, 1935 6 Sheets-Sheet 6 I N VEN TOR.

Patented Nov. 30, 1937 UNITED STATES PATENT OFFICE Application March 23,

34 Claims.

This invention relates to combustion engines, and more particularly, to a new and useful fuel system for such.

The invention has as its objects the improving' of eiiciency, power, cooling, flexibility, starting, subnormal temperature operation, and longevity, particularly in systems where difficult conditions such as are encountered in cold carburetion exist; by providing for the formation and delivery of the working fluid with precision according to engine operating requirements, with low Working fluid temperatures, and in large quantities when needed if the engine be warm enough.

Further objects are to accomplish the foregoing in a system which may have a variable ratio feed comprising a plurality of working fluid portions formable in a great range of characteristics including the extreme of air only, in one, and a rich mixture in another; which may feed a rich portion with high velocity particularly while low operating temperatures exist or while small quantities are being used or while the engine is being accelerated; which may automatically adjust the mixture strength for variations in temperature, in altitude, atmospheric pressure or forced draft pressure, in engine speed for given throttle openings and in acceleration demands. Still further objects are to accomplish the change from one fuel-air ratio to another in a system of this type in such a manner as to assure smooth ecient operation; to make such a system applicable to forced draft feeding; to provide a system which may limit the throttle opening tliermodynamically to protect the engine from being forced beyond predetermined outputs for given temperatures; and which may operate without provision for heating but at the same time without loading or unequal distribution, and

which may operate with leaner mixtures without misiiring.

It is contemplated that the system may be ap- 1933, Serial No. 662,399

(Cl. 12S-119) to a combustion engine for initial delivery of working fluid in one or two portions adjacent the conventional junction point of the induction conduit and the intake port, and including reclaiming of liquid fuel in a manner in which it may be applied to any modication of this system having a portion so situated as to accumulate liquid fuel particles.

Fig. 2 illustrates an application of the system to a combustion engine for delivery of working fluid in one or two portions adjacent the conventional point of entry to the induction conduit, the carbureting portion being shown in dot and dash lines.

Fig. 3 illustrates an application of the system, generally on line 3 of Fig. 4, looking in the direction of the arrows, to a combustion engine for delivery of the Working fluid in one or two portions adjacent the inlet to the combustion chamber, the carbureting portion being illustrated in dot and dash lines.

Fig. 4 is a top plan view of the cylinder head shown in Fig. 3, the View being partly in section and showing how some of the parts may be arranged.

Fig. 5 shows an application of the system to a fragment of a combustion engine, with provision for independent delivery of two working uid portions directly to the combustion chamber, the carbureting portion being indicated in dot and dash lines.

Fig. 6 is a view in longitudinal section of the initial carbureting portion of the system in conjunction with a fragment of an induction member, showing how some of the elements may be arranged.

Fig. 7 is an enlarged end View of the variable 'ratio throttle control taken generally on the line 1 of Fig. 6, looking in the direction of the arrow,

and showing the parts in a low throttle position.

Fig. 8 is a view in perspective, partly in section, showing the opposite side of Fig. 6, the variable ratio throttle control being in position for full volume delivery.

Fig. 9 is an end view, partly in section, of the .carbureting portion indicated by 9 of Fig. 8, but

.with the port plug 50 removed.

Fig. 10 is a horizontal section of Fig. 6, taken at about line I0 and looking in the direction of the arrow.

Fig. 11 is'a diagrammatic View showing the various parts of my invention in their functional relation, rather than actual construction.

Referring now to the drawings, Fig. 1, the system comprises an initial carbureting portion I5,

induction member I6, reclaimer |1, and the combustion engine I8, the engine comprising a cylinder block I9 having a cylinder head 29, a combustion chamber 2|, an inlet port 22 and an inlet valve 23. The carbureting portion generally designated as I5 (Fig. 6) has a lower main body portion 24 and an upper main body portion 25 secured together by the bolts 26 and having the gasket I5 interposed between these portions. The lower portion has a circular fillet 21 fitted into the counterbore 28 in the upper portion at the base of the circular bore 29 extending upward to 39 at which point the air conduit 3| joins 29 so that air may be supplied to the passages 32 and 33 formed in 29 by the extension 34 of the lower portion.

A butterfly valve 35 (Fig. 6) is supported by the shaft 36 pivotably mounted in the wall of 3| in 25 and carries the actuating lever 31. Conduit 3| has its inlet designated as 3l. The extension 34 rises from the top of the fillet 21, is substantially semi-circular and fits the bore 29 so that when it is inserted therein and the two portions 24 and 25 secured together, it divides 29 so that air may pass on one side of 34 to 32 and on the other side of 34 to 33. Elements 21, 28, 29, and the semi-circular wall of 34 are concentric to each other. The inclined wall 38 of the lower portion merges the semicircular passage 32 with the cylindrical passage 39 containing the butterfly valve 49 supported by the shaft 4| which is pivotably mounted in th-e wall of 39 in 24 and carries the actuating lever 42.

A venturi 43 (Fig. 6) is secured in the cylindrical bore 44 of 34 by the screw 45 and is adapted to receive air from 33. The tubular valve 46 is mounted in the bore 44, which extends downwardly to about the center of the main part of the lower portion, so it may oscillate therein to throttle fluid passing through its opening 41 into the port 48 connecting with the passage 49 in 24. The opening 41 is square and the port 48 is rectangular so that a fixed ratio of opening for each degree of oscillation while allowing for various elevations of 46 may be provided. While opening 41 and port 48 are shown as square and rectangular respectively, it is apparent that any desired shape or shapes of these openings may be employed. Port 48 is closed at its lateral extremity opposite to the valve 46 by the plug 59. The slot 5| in 34 surrounds the lower end of 43 and the upper end of 46 and connects the aperture 52, which may be formed between these last two members, to passage 32.

Shaft 53 (Fig. 6) is fastened in valve 46 and the actuating member 54, which has .the roller arm 55 with its journal 56 in the roller 51, ball arm 58 and stop screw 59. This roller 51 may swing in the slot 69 formed injthe plate 6| which is adjustably held tothe lower vbodyportion lugs 62 by the screws 63 passing through the elongated holes 64 in 6|, it being possible to thereby obtain various elevations of 46 at the various angular positions of 56. The fuel supply jet 65 has a flanged base 66 (Fig. 9) secured to 25 by the screws 61, and is upwardly inclined through the hole 68 in 25 (Fig. 6), the hole 69 in 34 and the hole 19 in 43, so that fuel may be delivered through the aperture 1| at about the center of venturi 43. Fuel may be fed to 1i through the passages 12 in 65, 13 and 14 in 66, and 15 in 25, from the fuel supply chamber 16 (Fig. 9), which is not shown in detail because the method of maintaining the supply in the lower end of ||8.

therein is not considered part of this invention. Chamber 16 has a fuel inlet 11 and a cover 18.

The automatic air valve 19 (Fig. 6) has a grooved portion 89 pivotably mounted on the journal portion 6| of 34 and the arm 82 carrying the wrist pin 83, and is fitted to 8| and to the bore 29 so it may be caused to swing toward 34 by air passing into 32. The connecting rod 84 engages 83 and has the ball 94 at its upper end for engagement with the dash pot piston 85 which has the socket 86 to receive 84 and the hole 98 which may be employed to allow rapid return of 85 if 84 and 83 tend to separate. The dash pot 89 is a cylindrical bore in 25 open to 3| Aat the bottom and closed at the top by cover 99 secured by threads 9|. The piston 85 mayhave a hole 81 to equalize pressure above and below the piston and this hole may be of any desired size to govern the resistance offered to the movement of this piston.

|I'he air valve spring 92 (Fig. 6) has itsupper end on the adjustable seat 93 securedto the shaft 94 protruding through the cover--A9`9, and its lower end engaging the piston '85, thereby tending to keep the valve 19 closed. Spring 92 holds the shaft 94 up against the center of the bar 95 which is supported at one end by the clevis pin 96 in the adjustable clevis 91 having the threaded portion 98 passing through the lugs 99 on 25, and having the adjusting nut |99 located between these lugs and engaging the threads 98, and supported at the other end by the clevis pin |9| in the clevis member |92 ser cured to the economizer piston rod |94 by the screw |93. Economizer control piston |95 (Figs. 6 and 9) is shown integral with the rod |94 having the portion above the piston in the guide |96 in the member |91, and having a portion below the piston threaded at |94 to engage the threaded recess |98 in the upper end of the air-tight bellows |99; and a spring ||9 between |95 and |91 may be employed to tend to keep the piston and the rod |94 down.

Cylinder in 25 (Figs. 6 and 9) has the upper cylinder bore Illa, in which the piston |05 is adapted to reciprocate; the threads Ib to receive the member |91 which also serves as the cover for |||a and as an adjustable seat for the spring ||9; the intermediate wall |||c having the guide |||d in the boss |||e for the lower portion of the rod |94 and forming a chamber |||f beneath the piston |95; the apertures g connecting if with the atmosphere; and the lower cylindrical bore |||h housing the bellows |99 which has the flange ||2 in the counterbore |||i and seats on the extension ||3 of 24 which forms the bottom of lllh. The top of boss le may gauge the lowermost position of the piston |95, and the bottom of |||e may gauge the uppermost position of the bellows |99. The passage 33 and |||h are connected by the duct ||4; and the port 48 and |||a are connected by the duct ||5 (Figs. 6 and 11).

The variable throttle control has a control rod ||6 (Figs. 6 and 8) with its clevis end |1 hinged to the arm ||8 by the bent end ||9 of the throttle rod |29 passing through ||1 and the hole |2| |29 is connected at its other end to the ball on arm 58 by a socket comprising the housing |22 and the spring |23 holding the ball against the fianged end of |29, it being thereby possible to directly actuate |29 by ||6 and at the same time impart motion to ||8. Arm |24 is supported on the extension |25 of 24 (Figs. 6, '1, and 8) by the shaft |26 journaled therein and secured to |24, and receives the shaft |21 which is secured to ||8 for support thereof and has the hole |28 in its lower end for engagement of the journal portion |29 of the rod |30 connected at its opposite end to the arm 42 by means of the slip joint comprising the guide |3| having the journal portion |32 carried in the lower end of 42; the castellated nut |33 on the threaded end |34 of |30; and the spring |35 seated at one end on I 3| and at the other end on the flange |30 of |30. Arm |I8 has a slot |31 in its upper part above |21, and this slot engages the flanged bushing |38 which also is engaged by the slot |39 in the guide plate |40 adjustably held at its upper end to the bracket |4| by the screw |42 passing through the elongated hole |43 in the upper arm |44 of |4I and engaging the threads in the hole |45 in the upper end of |40, and at its lower end to I4| by the screw |40 passing through the elongated hole |41 in the lower arm |48 of I4| and engaging the threads in the hole |49 in the lower end of |40. The bracket |4| is secured to |25 by the screws |50 threaded therein, the foregoing arrangement making it possible to impart motion to |24 by movement of |I8. A spring |5| (Fig. 1) anchcred to the lug |52 of the engine I8 and connected by the adjustable clip |53 to I|6 tends to hold I l and |24 in low throttle position.

The ratio of movement of arms II8 and |24 may be varied by a change in the elevation of the bushing |38 (Fig. '1) which is adapted to slide in |39 so it may provide a variable fulcrum for M8. The air-tight bellows |54 (Fig. 6) has its upper end secured by the rivet head |55 to the foot |55@ of the connecting member |55 having the ball arrn |5512 and the flanged arm |550 which is connected to the bushing |38 by the bolt |58. Bushing |38 is secured between the head |59 of the bolt |58 and the arm |550 by the nut |00 on the bolt |58 passed through the bushing center and the hole in |550. The flange I0| on |38 (Fig. 7) between I|8 and |40, the bolt head |59, and the arm |550 maintain spaced relation of H8 and |40, and operating clearance for ||0 and |38. The bellows |54 may contain fluid |02, and is secured by the stud |63 and nut |04 to the bracket |05 fastened to the engine i8 by the studs |56 and nuts |51 (Fig. 1).

Throttle arm 42 (Fig. 8) is bifurcated to form the upper arm |58 and has its lower portion threaded to receive the stop screw |69. The lug |19 on |25 is a rest for |69. A hole in the outer end of arm |08 receives the bent lower end of the connecting rod |1011., which has the clevis I1I at its upper end carrying the clevis pin |12 to connect it with the upper end of the piston rod |13 of the dash pot piston |14 adapted toreciprocate in the dash pot |15. The piston |14 has the holes |16 through it and the disc valve |11 resting on it and covering these holes. The dash pot |15 is a cylindrical bore in 25, open at its lower end to passages |18 and |19, open at its upper end to passages |80 and |8|, and having a cover |82 which is secured to 25 by the screws |84, and which provides the guide |83 for |13. The passage |80 is connected t0 the fuel supply chamber 10 by the passage |85, and may be connected to |18 through the aperture |86; and the passage |81 may be connected to |19 through an aperture |81.

Valve |88 (Figs. 8 and 11) is supported in the guide |99 in 25, has the flanges |90 at its upper end engaged by the forked extension I9I of the clevis member |02, and has the reduced round portion |92 at its lower end for operation in |86 cut to wedge shape at |93. Valve |94 is supported in the guide |95 in 25, is slotted and drilled at its upper end to receive the link |96 and the pin |91, which also passes through the link, and has the reduced round portion |98 at its lower end for operation in |81 cut to wedge shape at |99. The upper end of the link |96 is connected to the arm 200 by the pin 20| passed through both, this arm being supported at one end by the shaft 202 mounted in 25, and at its outer end has a ball engaged by the socket 203 on the upper end of the rod 204, the socket 205 on the lower end of which rod engages the ball on the arm |5519.

Induction member I0 (Fig. 1) is secured to the engine I8 with the gasket 206 interposed by the studs 201 and nuts 208; has the carbureting portion 15 secured to its upper face with the gasket 209 interposed by the studs 2| 0 and nuts 2II, and the reclaimer secured to its lower face with the gasket 2|2 interposed by the studs 2|3 and nuts 2| 4. Conduit 2I5 establishes communication between 39 of I5, and 22 of I8; the conduit 2|0 establishes communication between 49 of I5 and the tube 2I1, which has one end secured in I and the other end terminated in 2I5 adjacent the outlet thereof (Fig. 1). The aperture 2|8 is in the lowest part of I6 and connected with reclaimer I1 so that liquid may drain from 2I5 into |1; and the duct 2| 9 connects I1 with 2| 6 so that fluid may pass from |1 through 2|1. To this end, reclaimer |1 is formed with the venturi Ila, having an inlet |1b, and a fuel jet |1c. A bleed |1d communicates with |10 for the purpose of assisting fuel control, and a fuel duct I1f likewise communicates with |1c, said duct projecting downwardly towards the lower portion of the reclaimer and having a fuel inlet I1e. Ad jacent said inlet is a ball operating channel I1g in which is disposed a ball |1h, said ball seating at |17 in such a manner as to prevent fuel from draining down and out of duct I1 f. In the upper portion of channel I 1g, ball |1h seats at point |1lc for the purpose of withholding fuel from |1f in order to prevent a surge of fuel delivery upon a sudden increase of suction in 2|9. An ignition plug may be installed in the threaded hole I8 in the head 20.

The arrangement shown in Fig. 2 is substantially the same as in Fig. l except that the elements between I5 and I8 are different, induction member I3 being replaced with the adapter 220 and the induction conduit 22|, secured together with bolts 222 and having an elongated stud 223 in place of one of the studs 2|0.

Further referring to Fig. 2, it will be seen that the adapter 22|] has the passage 224 connected with 39 of I5, and has the passage 225 connecting 49 of I5 with 224. The induction conduit 22| establishes communication between 224 and 22 of I8.

The arrangement shown in Figs. 3 and 4 has the carbureting portion |5, which is substantially the same as shown for Fig. 1, mounted on the head of the engine |801, said engine comprising a cylinder block 226 having the cylinder bore 221 and the cylinder head 228 with a combus'ion chamber 229; along with inlet conduits 230 and 23|, an inlet port 232, an inlet valve 233, an exhaust valve 234 and an exhaust port 235. Conduit 230 connects the passage 39 (Fig. l) of I5 with the port 232 (Fig. 3) and has an upright circular portion 230 at its inlet merging into a substantially rectangular portion having the side Walls 231 and 238, the bottom 239, and the top 240. The wall 231 terminates at the valve guide 24|; the wall 238 continues on in a curve to join the upright circular wall 242 of 232 (Fig. 4); the bottom 239 declines and terminates at a portion of the top of 242 between 231 and 238; the top wall 249 continues on between 24| and 242, becoming the top of 232, and then declines in a spiral terminating on a level with the junction of 239 and 242. Conduit 23| (Fig. 3) connects the passage 49 (Fig. 1) or I5 with the port 232 and terminates in 242 underneath 239 and between 231 and 238. Flange 243 (Fig. 6) provided on 228 supports the bellows |54 and has a hole 244 to receive the stud |63. An ignition plug (not shown) may be installed in the threaded hole 245 in 223 (Fig. 4); and the spring |5| (Fig. 1) may be anchored at any convenient point to tend to move the arms I I8 and |24 toward low throttle position.

The arrangement shown in Fig. 5 has the carbureting portion I5, which is substantially thev same as that shown in Fig. l, mounted on the head of the engine |81), said engine comprising the cylinder block 245 having the cylinder bore 246 and the cylinder head 241 with a combustion chamber 243; along with inlet conduits 249 and inlet ports 253 and 254, inlet valves 255 and 256, an exhaust valve 251, and an exhaust port 258. The conduit 249 connects with the passage 39 of I5, and has its lower portion 250 open to the port 253, the valve 255 seating at the junction of 248 and 253; and the conduit 25| connects with the passage 49 of l5, having its lower portion 252 open to the port 254, the Valve 256 seating at the junction of 248 and 254. The portion 253 of 249 and the portion 252 of 25| are substantially horizontal and may serve to feed another combustion chamber. The flange 259 is provided on 241 for the purpose of supporting the bellows I 54; an ignition plug (not shown) may be installed in the threaded hole 260 in 241; and the spring |5| may be anchored at any convenient point to tend to move the arms II8 and |24 toward low throttle position.

The operation of the system as shown in the drawings, and in an otherwise conventional automobile installation, referring rst to the initial carbureting portion since it is substantially the same in each of the arrangements, is as follows:

The bellows |54 (Fig. 6) may contain enough fiuid suiiiciently volatile and have a suitable internal pressure for it to be contracted at low temperature at low altitude and hold the bushing |38 down against the bottom of the slot |39 in |40, and to expand at high temperature at high altitude to hold |38 up against the top of |39, and to provide intermediate positions of |38 at intermediate temperatures and/or altitudes.

The degree of opening of the valves 40 and 46, disregarding the action of the dash piston |14, may be controlled by the position-of the rod I I6, the elevation of the bushing I38,the angle, position and shape of the slot |39 inv |40, and/or the adjustment of the stop screws |69 and 59. Either of these valves may close and the other remain partly open, or both may close or both may remain partly open, if these stop screws be set accordingly, for low throttle position with IIB released. In the following description, independent low position of either of these valves is intended to mean the minimum opening from zero up, permitted by the actual adjustment of the governing stop screw; and low position is intended to mean the independent low position or the low permitted by the actual position of the arms I I8 and |24 with the rod released, as the case may be. Valves 40 and 46 may be permitted to be in their independent low positions at the various elevations of the bushing |38 with the rod I|6 released, by having the plate |40 with the slot |39 formed straight and in a position so that its center-line coincides with the center-line of the arm I8, generally as shown in Figs. l, 6, and 8. The valve 40 may then be opened to another low position by moving the slot |39 to the right (see Fig. 6), and, subsequently, moving the bushing |38, the upper end of the arm II8, the shaft |21, the lower end of the arm |24, the rod and the lower end of the arm 42 to the right, the pull of the spring |5| tending to keep the lower end of |I8 to the left; or the valve 46 may be opened to another low position by moving the slot |39 and the bushing |38 to the left so the upper end of I I8 may swing to the left around the shaft |21 and the lower end to the right, in which case the arm |24 will not swing to the left because the valve to which it is connected is in itsV independent low position.

Plate |40 may be adjusted laterally at its lower end so that while the bushing |38 is down and the rod I I6 released, these valves may be in their independent low positions, or so that either one may be in its independent low position and the other open to another low position. The plate |40 may also be adjusted at its upper end so that while the bushing |38 is up and the rod I I6 released, these valves may be in their independent low positions, or so that either one may be in its independent low position and the other be open to another low position. With the rod IIS released, both of these valves may be in its independent low position; or either one of the valves may be in its independent low position while the other may be open to another low position at any given elevation of the bushing |33, according to the lateral position of the slot |39 at this elevation. The ratio of opening of these valves may be maintained, reduced, increased or reversed with a change in the elevation of the bushing |38, according to the angle, position and shape of the slot |39 in |40 and the adjustment thereof.

The ratio of opening of valves 40 and 46,- disregarding the variation obtainable with |46, at various given positions of the rod I I6, may be altered by altering the proportions of parts of the throttle control. In Fig. 6, for example, this control is proportioned so that the valve 40 may be about half open while the Valve 46 is wide open, with the bushing |38 down, and so that the valve 40 may be substantially wide open while the valve 46 is wide open with the bushing |38 up (as in Fig. 8). The ratios of opening of the valves' 40 and 46 may be altered as aforesaid; the ratio or volume obtainable through the passages 39 and 49 may also be altered as desired by having the sizes of the fluid conveying parts so proportioned; and the total iiuid volume obtainable through the carbureting portion may be made large enough so that the total capacity thereof may not be needed except for operation at the maximum anticipated altitude, by fixing the fluid volume obtainable through either one or both of these passages accordingly.

For simplicity in the following description, one likely combination of adjustments is considered preferable, and it is assumed that the stop screws I 69 and 59 are adjusted to allow the valves 40 and 46 to remain open to independent low positions considered desirable for the higher altitudes and temperatures; that the slot |39 is formed straight; and that the plate |40 is set to provide an increase in the opening of 46 as the elevation of the bushing |38 decreases. The variable-ratio throttle control of valves 40 and 46 may be supplied with a spring load, or its equivalent, applied to the elements gauging the elevation of the bushing |38, to assist in compensating for variations in air pressure and temperature and in resistance or frictio-n of this control, and said spring may be adjustable.

Valve 46, (Figs. 6 and 10) oscillates to vary the opening between the hole 4l and the port 48, according to the movement of arm 58, and, as this valve oscilla-tes, the aperture 52 may be maintained, reduced, nullied, produced or increased according to the elevation, angle, and/or shape of the slot S0. The aperture 52 may also be varied, nullied or produced with the valve 46 in any given angular position by varying the elevation of the slot 60, and any desired capacity of the aperture 52, from zero up, at a given angle of 46, may be provided for according to the elevation of the slot 60 at the point of contact of the roller 51 corresponding to this angle. As illustrated, slot 56 is straight, horizontal, and elevated to maintain the Valve 46 at a point about half way between the limits provided for by the length of the slots 54 and the size of the port 48.

Bellows |06 (Figs. 9 and 1l) may have a suitable internal pressure so that the piston |05 remains down until a predetermined pressure drop occurs in the port 48 and in the cylinder la at a given atmospheric pressure (temporarily disregarding the variations from atmospheric pressure in the passage 33 and the tension of spring 92), so the relatively higher pressure occurring in the bellows |09 in rareed air may enable the piston |05 to rise to its various elevations at fewer degrees of pressure drop in the the port 48 as higher altitudes or lower air pressures are encountered. The bellows |56 may serve without the spring 6 if the bellows be of a suitable size with a suitable internal pressure, or the bellows may be employed to vary the tension of the spring lli! rather than to vary the tendency of the piston to rise against the load of the spring. The tendency of this bellows to increase its internal pressure upon an increase in temperature may be enhanced by employing volatile iiuid therein and/or directly subjecting it to some heatable part of the engine.

An increase in the elevation of the piston |05 also tends to occur with an increase in working fluid volume due to the consequent pressure drop in the passage 33 and in the cylinder lllh, and to the increased tension of the spring 92 due to the increased opening of the valve 79. The cylinder Illh may be connected to the slot 5| or to any point between the inlet of the venturi 43 and the outlet of the valve 46 to increase the economiser action with an increase in `the incoming fluid volume. An increase in the elevation of the piston |05 permits the center of the bar 95, the shaft 94 and the spring seat 93, ,to rise, and the spring 92 to reduce its tendency to close the air valve 19. It is understood that if forced draft be applied to the inlet 3|', it may also be applied to the cylinder If, thereby supplanting atmospheric pressure therein. with the pressure of the forced draft; and that |||f and 3| may be connected to compensate for a pressure drop that might be caused by a device such as an air cleaner or an intake muffler.

An increase in the opening of the valve 40 is accompanied by an increase in the elevation of the dash pot piston |14, (Fig. 8) and the rate of this increase may be governed by the elevation of either or both of the valves |88 and |94 varying the sizes of the apertures |36 and |87 respectively, permitting liquid to enter the cylinder H5 below |14. Closing of the valve 40 may be expedited by the valve |11 permitting liquid to escape from the cylinder |15 below |14 through the holes H6. The effective parts |92 and |98 of these valves may be of any desired shape, but the wedge shape shown is preferred because of the rate of increase in area of the openings provided therewith, upon an increase in the elevation of these valves. The valves may close and have any desired movement prior to the beginning of opening, or they may have any desired fixed opening with any desired movement prior to the increasing of the opening, and in either case, may have any desired rate of increase upon an increase in elevation of the governing elements.

In starting the engine, valve 35 (Figs. 6 and 11) may be closed to reduce pressure in passagel and increase the flow of fuel at the aperture 'll of the jet 65. Operation throughout a wide range of temperatures may be accomplished without the use of the valve 35 to restrict the supply of air to the passage 3|, but if the engine be operated with the valve 35 partially open, the economizer control may tend to keepI the working fluid from becoming o-verrich, by permitting a larger portion of the incoming air to pass into the passage 32 rather than through the venturi 43, at a relatively slower engine speed for a given throttle opening, due to the earlier drop in pressure in the passage 33.

The passages Ig, I4, and lI`5Tparticularly the latter) (Figs. 6 and 9) may be varied in capacity by valves or otherwise, to vary the rate of movement of the piston |05, and this feature may be employed to vary the interval in which the snubbing force of the piston |14, during acceleration, may be affected by the elevation the valve I 05 may have attained just prior to acceleration; or a valve capable of completely closing one or more of these passages may be employed to keep the piston |05 from rising during starting, low throttle operation, or at any other time. The valve 35 may be eliminated and some other provision made for low temperature starting, such as shifting the loWerLendoft'lieplate |40 to increase the opening of the valve 46 and shifting the low throttle end of the plate 6| to restrict or eliminate the aperture 52, if such alteration is deemed advisable with a given engine.

i As the engine speedfor a given throttle opening increases, pressure drops in the port 48 and in the cylinder l l la, and, at a predetermined pressure drop for a given atmospheric pressure the piston |05 may start to rise. An increase of this differential in these pressures may cause this piston to rise higher and decrease the ratio of fuel to air in the Working fluid. In this manner, the economizer action, which is very advantageous during light running, may be` accomplished. The induction pressure drop at which economizer action is desirable is less at higher intake throttle openings and then thevpiston |55 may be further aided to float b-y subjecting the bellows cylinder |||h to the then reduced pressure in the passage 33 through the duct I4, which action is still further aided by the increased tension of the spring 92 concurrent with an increased intake volume. The ratio of atmospheric pre.,- sure to induction pressure at which economizer action is desirable, and the fuel to air requirements, reduce as atmospheric pressure reduces, and again, the piston |35 may be further aided to oat by subjection of the cylinder Iiih to the reduced pressure in the passage 33 concurrent with reduced atmospheric pressure.

The adjusting member |61 (Fig. 6) may be employed to vary the occurrence of the economizer action, and the adjusting nut IUD may be employed to vary the fuel-air ratio. A variation in the elevation of the clevis 91, and consequently in the tension of the spring 92, may be accomplished by turning the nut |06. An increase in the incoming air volume may cause an increase in the opening of the valve 19, and the dash pot piston may be employed to retard the movement of this valve at this time to enrich the working fluid temporarily and to steady the action of this valve. The volume of working fluid available to the engine may be increased by pushing the rod ||6 toward the carbureting portion l5, and the ratio and relative movement of the valve 4Q to the valve 46 may be controlled by the elevation of the bushing |38, the rate of motion of the rod 6, and the resistance offered by the piston |14. The tension of spring |35 is considered as a constant factor, although various tensions may be provided for by adjuting the nut |33, or even replacing the spring with another of different elastic force when conditions warrant. A control may be used to provide a variable ratio of stroke of |14 to degree of opening of valve 40, if such is deemed desirable.

The ratio of fuel to air required becomes lower as atmospheric pressure reduces or as temperature increases, and this pressure change may be met by a fuel-air ratiocontrol operable by a pneumodynamic element; the temperature change may be met by a control operable by a thermodynamic element; and either change may be met by a control variable at the will of the operator. It is preferred herein to have the control for this purpose operable by what might be termed a pneumatic thermostat, as shown in the bellows |54, together with provision for remote operation at the will of the operator, as is suggested by the hole |51 in the connecting member |55. The fluid in the bellows |54 may be caused to expand, extend the bellows, and increase the elevation of the bushing |38 in response to changes in temperature and/or in the external pressure.

With the rod ||6 (Figs. 6 and 8) released and the engine idling slowly, according to the setting previously specified, both valves may be open a small fraction, and air may pass'thrcugh the Venturi 43 from the passage 33 and receive fuel from the jet |35; air may be allowed to enter past the valve 19 with sumcient freedom to continue through the passages 32, 5|, and 52 Ainto the valve 46, with the fuel and air from the venturi 43 to feed the engine through the passage 49l; and air may pass through the lower portion of the passage 39. An increase in the operating temperature of the engine and in the elevation of the bushing |38 now may result in a reduction in the volume and richness of the working fluid, due to the consequent reduction of opening of the valve 46. This variation in the Volume of the working fluid is preferred under these conditions as an added precaution against the engine stalling while it is cold, yet permitting a slow idling speed while it is normally warm. With the rod ||6 pushed toward the carbureting portion to full throttle position, the valves 40 and 46 may assume the positions shown in Fig. 6, if the altitude and temperature are low enough to have the bushing |38 down. In the figure, the valve 46 is shown wide open, and the valve 46 about half open. An increase in the temperature and/or altitude may cause an increase in the elevation of the bushing |38 and in the opening of the valve 4i), and this valve may come to full open position and the variable ratio control assume the position shown in Fig. 8, if the increase in temperature and altitude become sufficiently great. An increase in the ratio of the opening 4|) to 46 may reduce'the fuel to air ratio of the working fiuid by enabling a larger proportion of the air to pass through the passage 39. Intermediate positions of the rod ||6 during intermediate atmospheric pressures and temperatures may result in relatively comparablactionsmarid openings of the valve 4B and 46. of the respective openings of these valves throughout this range by pushing the rod H6 may be a continuous correlative action proportionately varied principally by the elevation of the bushing |38.

It is apparent that the foregoing action is subject to temporary alteration by the movement of dash pot piston |14 (Figs. 8 and 1l). Valves 40 and 46 may be moved toward full open position from their low or intermediate positions by pushing the rod H6; and attain various ratios of opening for given positions of the rod according to the elevation of the bushing |38. If a change be made in the angle, loc-ation or shape of the slot |39 for low throttle work, which might disturb the fuel-air ratio of higher throttle positions, suitable correction may be made by altering the angle, elevation and shape of the slot 66. The portion delivered by the valve 43 may contain any desired proportion of fuel, or none at all, during any given phase of engine operation, depending upon the arrangement of the various parts of the carbureting portion, particularly the location and method of fuel introduction, the ratioof elevation to the angle of the valve 46, the fluid capacity of the venturi 43, the resistance offered by the air valve 19, the relative sizes of the passages 39 and 49, and the ratio of opening of the valves 4|] and 4B. One passage may be adapted to supply the primary working fluid independently, and this passage may be the larger one.

Further referring to the arrangement shown in Figs. 3 and 4, it is apparent that such provides for the delivery of two working fluid portions separately to the inlet port 232. The conduit 23B may deliver fluid from the passage 39 so that it tends to approach the outlet of the port 232 in spiral formation and to reduce intermingling of this fluid with fluid in the conduit 23|; and the conduit 23| may deliver fluid from the passage 49 so that it circulates in this port 232 and tends to contact with the valve 233 and the port wall 242 and remain near the combustion chamber 229 rather than become diffused with the fluid in conduit 238.

Fluids from conduits 230 and 23| may circulate in the same direction and be stratified while they pass into the combustion Ichamber 229 and while they build up pressure against the head of the Valve 233 during intervals between its openings; or fluid from either one of these conduits may The increasing be fed individually with increased precision. `The termination of the induction conduits at the intake port may be so arranged as to assist in maintaining steady firing with lean mixtures, particularly if a large capacity induction system be used.

The arrangement shown in Fig. provides for the delivery of two working fluid portions separately to the combustion chamber 248. Separate delivery of the working uid portions from the passages 39 and 49 through individual valves to the combustion chamber provides for a distinctive method of charge formation, particularly in the .combustion chamber, the ow of fluids to which is concentrated. equalized distribution made possible, and the intermingling of the working fluid portions at any point between the throttle valves and the combustion chambers prevented. The additional valve mechanism may be offset in multiple cylinder engines by using the single throttle valve and a simple, compact, induction conduit' for each of these portions. The fluid fed past the valve 255 may enter the combustion chamber 24.8 at a relatively cool part with easy access to the cylinder 246, and tend to produce la denser charge; and the fluid fed past the valve 256 may enter the combustion chamber 24B at a relatively hot part and tend to become more easily ignited. Working uid portions may be fed through the passages 39 and 49 and past the valves 255 and 256 respectively in ratio of volume and fuel-air content varied to take advantage of the operating characteristics of an engine with this method of working fluid induction.

The system is shown in the drawings in applications which may be made to single cylinder combustion engines, and as having two passages of different sizes for Conveying fluid in one or two portions from the initial carbureting portion of the system for the subsequent formation of the working uid charge. It is understood that this system may be applicable to all types of engines, including those having a plurality of combustion chambers and/or a common passage or any number of passages of any relative sizes for conveying fluid for charging a combustion chamber or chambers; that the working fluid portions may be united at any desired point for any type of engine; and that this fluid may be throttled in any desired manner at any desired place or places in any or all of these passages. In order to adapt this system to multiple cylinder combustion engines, the passages may be so arranged that the working liuid may be throttled in any or all of these passages at a point common to all of the cylinders; at points for each of the cylinders; or at points common to a plurality of cylinders less than the total number.

The initial carbureting portion of my system is shown in the drawings in a single xed jet, air valve type, with characteristics described in detail elsewhere herein. It is understood that the fuel supply may be suitably arranged to conform to whatever form or application may be made of this invention; and it is further understood that the entire working fluid may be delivered in one, or any number of portions; that a plurality of carburetors may be used; that a plurality of carburetors may be combined with parts in common as desired; that individual fuel feeds may be used for each working fluid portion; that individual inlets for air of like or unlike temperatures for formation of working fluid portionsF may be used; and that one or any number of fuel feeds may be employed for each or a plurality of working fluid portions.

It is further apparent that other means than those shown may be used for temporarily enriching the mixture, as for starting or acceleration; that the fuel-air ratio alteration accomplished by any of the carburetor controls may be effected through control of the fuel feed either separately or in conjunction with control of the air feed; that the carbureting portion may be of a plain tube type with the economizer action accomplished by a variable fuel orifice and/or an air bleed aperture; and/or that pneumodynamic and/or thermodynamic units may be employed for adjustment of the fuel-air ratio through the medium of the ratio of throttle openings or otherwise and these units may be separated and arranged so that Variation of this fuel-air ratio obtained is the result of the combined action of these two units. Starting may be further facilitated or the mixture enriching made fully automatic down to still lower temperatures with the control shown by adapting the thermal element for quicker response to the heat of combustion, permitting the valve 40 to close, reducing the size of the venturi and/or reducing or Closing the aperture 52 with the aid of a simple element between the connecting member 155 and the plate El to have the valve 46 up while the bushing |38 is down.

The fuel reclaimer l1 is shown as being adapted to receive fuel from the larger induction passage adjacent the combustion chamber inlet and deliver it to the smaller induction passage adjacent its inlet, said reclaimer being designed, as previously stated, to receive fuel from induction systems where liquid fuel may accumulate and deliver it so that it reaches a combustion Chamber in improved form, said systems having a plurality of passages to convey iiuid for a combustion chamber. Fuel for reclaiming may be removed from any part or parts of any or all of a plurality of fluid induction passages for charging the combustion chamber or chambers and delivered to any part or parts'of any or all o-f these passages by one or more reclaimers of any type for engines of any type and any number of combustion chambers; and the reclaimed fuel may be throttled and in any desired manner at any desire-d point cr points. The reclaimed fuel may also be throttled and fed by the carburetor; and, if a working fluid portion be divided through a plurality of throttle controlled apertures for distribution to a plurality of combustion chambers, the reclaimed fuel may be. likewise divided and/or throttled.

While I do not limit myself in so far as the exact structure of reclaimer ll is concerned, I prefer to employ a device utilizing the principles disclosed in my Patent No. 2,016,352, October 8, 1935, Fig. 5 of the drawings of said patent illustrating a structure that may be readily adapted with the present invention.

Reclaimed fuel may be fed through a small passage adapted tofeed a small portion of the working iiuid from the initial carbureting portion, thereby utilizing part of the available capacity there-through, and reducing the fuel drawn from the carburetor while reclaimed fuel is being returned by displacing part of the fuel which otherwise might come through said passage from the carburetor.

While for the purpose of illustration only a limited number of forms of my invention have been set forth in detail herein, it is apparent that various other forms, applications, and arrangements of the device may be made without departing from the scope of the invention as set forth by the appended claims, which claims are to be given a construction as broad as is commensurate with my contribution to this art.

I claim:

1. In a fuel system for a combustion engine, downdraft feeding of the working uid in a plurality of portions, up-draft induction of the Working uid to the combustion chamber inlet, and conduits for said portions, said conduits being united adjacent the point at which said updraft induction begins, and a throttle valve adapted to control delivery of fuel and air to one of said conduits from an upright passage- Way below the point of initial vaporization' of said fuel.

2. In a fuel system for a combustion engine,`a\\ device for forming the working uid in primary and auxiliary portions, a conduit for conveying said primary portion, a conduit for conveying said auxiliary portion, and a reclaimer for receiving liquid fuel from said second conduit and delivering it through said first mentioned conduit.

3. In a fuel system for a combustion engine, means for forming the working fluid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last mentioned portion, and a control providing for an adjustably variable rate of change of the ratio of opening of said valves, upon actuation of said throttle valve.

4. In a fuel system for a combustion engine, means for forming the working fluid in a plurality of portions, throttle valves for controlling the m delivery of said portions, and means for retarding the rate of opening of one of said valves during their concurrent opening in the course of engine acceleration, and means for thermostatically controlling the amount of said retarding action.

5. In a fuel system for a combustion engine, a valve for admitting air for the formation of working fluid, means for varying the restriction offered by said valve to the admission of air, said means being governed by variations in y atmospheric pressure and by variations in induction pressure. f

6. In a fuel system for 'a combustion engine, means for enriching. the' working fiuid for acceleration, and means governed by atmospheric 1 pressure for adjusting the rst mentioned means so that said enriching diminishes as the atmospheric pressure' decreases.

7. In a fuel Vsystem for a combustion engine, a primary throttle valve, an auxiliary throttle valve, means governed by temperature and atmospheric pressure, for adjusting the working fluid mixture strength by varying the ratio of opening of said valves, said means reducing the strength of said Working fiuid as temperature increases or atmospheric pressure decreases.

8. In a fuel system for a combustion engine, a control governed by induction pressure and atmospheric pressure for adjusting the working fluid mixture strength, said control reducing such strength at predetermined ratios of induction and atmospheric pressures, said reduction beginning at higher induction pressures as the atmospheric pressure decreases.

9. In a fuel system for a combustion engine, a

an auxiliary air inlet valve, resilient means urging said valve toward closed position, so differcontrol governed by atmospheric pressureand induction volume for adjusting the working fluid mixture strength, said control reducing such strength upon a reduction of atmospheric pressure, or with an increase in induction volume.

10. In a fuel system for a combustion engine, means governed by induction suction and induction volume for adjusting the working fduid mixture strength, said means acting to reduce the strength of said mixture when predetermined ratios 'of suction and volume occur, the suction at which said reduction occurs becoming lower as the volume of the working iiuid increases.

v 11. In a fuel system for a combustion engine, means governed by temperature for limiting the maximum of the throttled volumeof the Working fluid, so that said maximum is lower'at low temperatures than at normal temperatures.

12. In a fuel system for a combustion engine, means for enriching the worling;fluid-for'Y purposo'f "acceleration, "and#means for diminishing said enriching as the ratio of engine speed to throttle opening increases.

13. In a fuel system for a combustion engine, two throttle valves for delivering the working fluid in two portions, a control for operating said valves simultaneously, and means for varying the Working fluid mixture proportions by varying the ratio of opening of said Valves, said meansbeing governed by temperature and by induction suction.

14. In a fuel system for a combustion engine, means for 1fjusting the working fluid mixture strength so that it becomes reduced as the engine speed increases for a given throttle opening; f and means governed by the induction volume for increasing the effectiveness of said first-mentioned means as said volume increases. we 15. Inafuelsystem fora'combustionengine, a main air inlet valve, a control to adjust said valve to vary the amount of air admitted thereby, and means governed by inductionu suction to actuate said con/trol. v

16. In a fuelisystem for a combustion engine, an auxiliary air inlet valve, a throttle valve engineward thereof, and means governed by pressure engineward of said throttle, to control said Inlet valve.` f

17. In a fuel system for a combustion engine,

ential pressures on the respective sides of said valve affect the opening thereof, a throttle valve for controlling the engine speed, and means governed by atmospheric pressure variations to ad- 55 just said resilient means.

18. In a fuel system for a combustion enginel an air inlet valve, a control for varying the er1-l gine output, said control actuating said valve, and means governed by temperature and atmospheric 60 pressure for varying the opening of said inlet valve by actuation of said control.

19. In a fuel system for a combustion engine. two conduits for delivering the working fluid components in two portions, a throttle valve in each of said conduits, a passageway for connecting said conduits on the inuent sides of said valves, and means for varying the capacity of said passageway independently of the actuation of one of said valves.

20. In a fuel system for a combustion engine. two conduits for delivering the working fluid components in two portions, a throttle valve in each of said conduits, and an adjustable passage- 75 way for connecting said conduits on the influent sides of said valves, the capacity of said passageway being adapted to remain constant at various degrees of opening of one of said valves.

21. In a fuel system for a combustion engine, two conduits for delivering the working iluid components in two portions, a throttle valve in each of said conduits, a passageway for connecting said conduits on the influent sides of said valves, and means for varying the capacity of said passageway so that it increases concurrently with an increase in the opening of one of said valves.

22. In a fuel system for a combustion engine, means for forming the working fluid in two portions, separate conduits for said portions, an individual throttle valve in each of said conduits, a passageway connecting said conduits on the influent sides of said valves, and means providing for a variable ratio of opening of said valves at a given opening of one of said valves.

23. In a fuel system for a combustion engine, means for forming the working fluid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last-mentioned portion, and a control providing for actuation of both of said valves toward open or closed positions simultaneously.

24. In a fuel system for a combustion engine, means for forming the working fluid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last-mentioned portion, and means providing for actuation of said throttle valve while the other valve remains in a fixed position.

25. In a fuel system for a combustion engine, means for forming the working uid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last-mentioned portion, and means providing for an adjustably variable rate of decrease of opening of said second valve upon an increase of opening of said throttle valve.

26. In a fuel system for a combustion engine, means for forming the working fluid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last-mentioned portion, and means for maintaining said second valve closed or open any desired predeterminable degree at any given degree of opening of said throttle valve.

27. In a fuel system for a combustion engine, means for forming the working fluid in two portions, a throttle valve for controlling the delivery of one of said portions, a valve for admitting air for the formation of said last-mentioned portion, and a control for actuation of said valves providing for a given ratio of opening of said valves at a given position of said control independently of said ratio at another position of said control.

28. In a fuel system for a combustion engine, two throttle valves for delivering the working fluid components in two portions, and means governed by temperature and atmospheric pressure for adjusting the working iluid mixture strength by varying the ratio of opening of said valves. Y

29. In a fuel system for a combustion engine, means for delivering the working fluid components in two portions to the combustion chamber inlet passageway, and means for directing said portions into cor-relative circular motion at said inlet.

30. In a fuel systeml for a combustion engine, means for temporarily increasing the ratio of fuel to air of the working fluid, for acceleration; a control for adjusting said means, said control being governedby induction suction, for reducing said ratio upon an increase of said suction, and said control being further governed by induction volume, for reducing said ratio upon an increase of said volume.

31. In a fuel system for a combustion engine, a conduit leading from the main air source to the combustion chamber inlet, a choke valve in said conduit, an automatic air valve, and a throttle valve in tandem, a passageway adapted to receive air from said conduit between said choke and air valves, said passageway being adapted to communicate with said conduit between said air and throttle valves, and being adapted to deliver fluid to said conduit between said throttle valve and said inlet; and means for delivering fuel to said passageway between said receiving and communicating points thereof.

32. In a fuel system for a combustion engine, a main air inlet passageway, a choke valve therein, an automatic air valve in said passageway engineward of said choke, a working fluid control governed by pressures encountered in said passageway between said valves, and means for delivering the working fluid components in two portions.

33. In a fuel system for a combustion engine, means for delivering the working fluid components through two conduits, a separate throttle valve in each of said conduits, another valve for transferring fluid from one of said conduits to the other, and means for operating said three valves simultaneously in variable adjustable ratios of change of openings thereof.

34. In a fuel system for a combustion engine, two passageways for forming and delivering the working iluid, an air inlet valve for each of said passageways, a throttle valve for each of said passageways, a fuel supplying aperture in one of said passageways, the end of said last-mentioned passageway on the influent air side of said aperture merging with the inuent end of the other passageway into an air conduit; and a choke valve in said conduit.

HOMER A. TRUSSELL. 

